Electrical appliance for controlling air-brakes.



N8. 888,848. PATENTBD MAY 28, 1988'.

J. G. & W. H. PEARGR l .ELEGTRIGALAPPLIANGE FOR GONTROLLING AIR BRAKES.y

APPLICATION :FILED Nom-I8, 1808. RBNBWBD s .281807.

. BPT s SHEETS- 811mm 1.

f MW

Nm 588.648. PATENT@ MAY-nti 1908.

y J. G. L W. H. PEARGE. y

ELECTRICAL' APPLIANCE Fon y00lxflJRoLLuvG AIRBRAKES.

APPLICATION .FILED NOV. 16, 1906*. RENBWED SE'PT. 25. 1907.'

5 SHEETS-SHBET 2,

No. 888,62185; J. G56; 'w'. H. PBARG'E. .I

ELECTRICAL APPLIANOB PoR GONTROLLING AIR BRAKES.

APPLIOATION FILED NOV. 16. 1906. RENEWED SEPT.`25, 1907. v

' 6 SHEETS-SHEET 3.

PATENTBD MAY 26, 1908."

h In. 888,648. n PAT-ENTED MAY 2.6, 1908,

` J. G. & W. H. PEA'RCE.

ELECTRICAL APPLIANGE FORI GONTROLLING AIR BRAKES.

APPLICATION FILED NOV. 16, 1906. RENEWED SEPT.`25, 1907.

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@UWQGSSQS I @ovenkov 9 01 y olf-ryu@ 'PLQAQL f I Y l Mfr-Clffmaw No. 888,648. 'PATBNTBDMAY 26, 1903.

. J. G. @L w. H. PEARGE. ELBGTRIGAL APPLIANGE PoR GONTROLLING AIR BRAKES.

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Emme-remi :Armin JAMES G. PEARGE AND famili/remerci @if Gtr @ai @he religie a Standsmii et e i1 Hdanger-peiiit, witlieub deent or the promptaeie iidgm le eii'eei, eiieli Lieeired imm-Wip rege-rd@ ofi-kiem; I i @ifi objeet @i mr nii/erp "itibiigeriibreees furiher, e] novel yio 'and erif'ingeiiient oi stationery,

n' ors; ied eoiiteetbioels,'

(l jrelreilsl in 'separate ting xvii-l1 e-local'A s .sec lori 'ior'c'ofpera v tl'e motiveerigine, iii-which is bttery and the' eleetrieally-ee` fr one oi its iaies the trael raii, ald for the @therme eciiiiregt--iil-eeke Orl the surface of the remi.

ihe nature 0i" our Seid invention', :md the -meimerin which We proceed' to preclude, ap- 60 ly and. ifa-err eut the seme are explained aty engihiii lowing ieseiiptiiri, in whieli the eccomi iyiiig drawings arey referred $0 by figures mii eu Figuremi rsiwirigs is aside-eleva 65 tion, pe.r,ly dif reiiiiiiaiic, of Qilr novel brake'eeriilrolliug "faire iii the air-brake system, TIdie' loeai eii'euii L lirough which it is operated, and. tire eoiitaebshoe-'n the locome engine., Fig. 2 is a r0r1. t elevation of 70 Sie if eraf?. truck ofthe engine represented iii Fig'. L' 'th lie cbw'-Ct eher omitted. The ei'ii-eet-J e andthe fixed 'c Qiitaet-block urifee'e ef the roadway is' seen'ii this n 3 iS ediagram, showing "themam 75 ei' eemieetirig and rreiigiilg the trackenci c-eiifirie'ters in. Seperate blocks, or v e liiieef reed, tefset up and ie'y leer/ric eirei through the-bat tery en he engine and he ivalveactuaing 30 riieeiie7 Wlieri'tlie engine in its' treveiis ent-e1- ing e bloei; or sec-tion that adjeins a block or a section already ,eeeupied by e trein. Fig. 4 is 'ari ei'evetie geil en eiilergeflsee'le, (if our novel brei: eeriiproiling valve detached from- 55 the ivre-imp@ arid lle eomieetiens between the eugplyaiil: mi the engiiie'md the engineer@ faire .Figi 5 is longitudinal sectional View taken on the lille :zi-faz, Fig. 4. Fig. 6 is a lieriz-'Olu'ta-l erossvseetioii'thmugh Q0 'yf-Jy', Fig. 4i. Figs; and 8 are diagrams iilus farming our System" of .Stationery eo11ductorsiaiid'c-o eciebloeks oie block 0r sec-tion ,of reed tlia; iris-hides a swiielivor siding; F ig. T shewing tiieperfioli of *glie bloG-k lwhere the s wit-cli bra-Helme effi and. vFig1 Sri-111e"Continuer fion 0f the' '11min' line bayou-df the switch. Fig. Q' is ediagram representing our system of' stationery 'onduetors'mul Contaetfb'locks at, a Crossing ii'here'oiue mail eroiases another 'at figli-; agies': in eelrrying'outourinvention .the-valve d- Wliich may be termed tlie auxiliary YelVe-is Connected Wit-li the' conipresserbnir .supply ibe'tweeii the eiigineelfwfalve @aard/the pipe 1 running out of' ifl'iefiiiiIi-pipe. 'llu'ougli the 'Ylve d eoniiunietion" beiwoeirlhe trainpipe aud'tlieni I no'splwreis Set up separately l Fand iinlepeiiileritlvioi-the engineer-s Valve b v *raisinguzjlzn @mieli-valve ilwoi its-.seem and 11b "2 ses thereby setting the brakes of the train. The

i lone end into one pole of the local battery w,

and the opposite pole into a cont act-shoe a on 4the arm b carried by. the engine. 'lhe re'- Vinaining pole of the battery "w is connected with oneof the axles or truc-ks of ther engine which is in electrical circuity with the engine wheels'so `as to carry or continue the circuit as b the 'wheels of another engine or Vtrain in' from that side of the battery directly to the i rails on which the 'Wheels may betraveling or resting. -The shoe a and the truckv and the Wheels ofthe engine thus 4forni the terminals ofthe-local circuit .that includes the battery w and the coils of the 'magnet 71.` But while it is'standinfr open orbrolen under ordinar)v conditions, tiis circuit vvil` be completed and the magnet will act -Yonthe valve-stem Tl whenever the rails in the block or section in `front of the block on which the engine isy tlavelin are connected togethermetallically,

, the lock; Under such conditions the con,- ductors and rails in the 4block 'being entered and the rails in Vthe block already occupied go to form a complete metallic circuit through the battery and the brake-actuating nicche .ansm connected into the battery, at the moment that the contact-shoe. c touches one" of thefcontact-bloc-ks on the surface of the Vroadiva The diagram Fig. 3 illustrates the ina-nner in which the rails and seriesof contact-blocks of any'number of blocks or sections composing a line of road are cross-connected and interfconnected according to our intention, to

' operate our brake-controlling valve.' The diagram represents four blocks or sections in Whichrthe rails are electrically isolated by placing insulation between the ends of the Tails. The remainingblocks will be but repe tition of the manner 4of Wiring or connecting the rails and the contactblo'cks which we have shown in the diagram,-With the exception'of blocksthat contain switches, sidings, or crossings. In such applications. our plan of4 cross-connectin and interconnecting the rails and contact b ocks will be slightly modified as represented in the remaining'diagr'ams.

, The rails of the different blocks or sections.

:included in the-diagrainFig. 3 are indicated met le, and asy often as t m of the nc'xt block by the conductor 7, andl so on throughout all the 'remaining blocks.

The contact-blocks on 'the surface of thc road are .preferably placed between the rails. -Those cL-c in the block composed ol the rails -lriifnlf are arranged in two sets or series placed/at intervals apart and coi'inected by the conductors 11F-n2; the series nf! being 4connected ntotho rail lm ol' the block lz-ehind by the conductor 8, andthe series c u ith the railmof the block ahead hy the conductor 1 1.- According to lthis plan one of thc rails in` each and everyblock or section is. always in blocks'in the section next ahead, 4and the other into a series of contact-blinks in the section next behind, as, for example'` the rail' m2 withthe contact-'blocks c" in the section, next behind.

ln every bloeit or' section, therefore, the,

metallic circuit that contains or includes ai series of' contact-blocks in the sectionne'xt behind, and asimilar series in the section; ahead, and also one of the rails in each of thev l)efore-mentioneil sections. i

The eti'e'ct of interconnecting and cross connecting' the rails andcontact-blocks'of` the sections in this manner is to setup orl forni a loop for a metallic circuit, of which the open ends or terminals be composed of a rail and any one of the series of contactblocks in the section, When the two sides or!` it be traveling or standingstilll A loop thus@ formed on the 'road'u-7 ay is completed and a lnei tallic circuit closed through the battery on the engine at the moment that the contact-shoe; c touches one of the 'contact-blocks compos'` ing one. of the loop-terminals, and the .valve fl will beoperated by the current passing over the circuit thus completed; hand, there will be no current aslong as the l conductors that go' toform'the loop are noti connected mechanically by the Wheels of -ai train in the section ahead 01" behind.- cuit can be set u i, and the brake-controlling l valvel will not e operated 'as long as those 1 sections are clear. l pleted through the battery and brake-operating means on the engine at the moment of entering on a section of the line when thereis Will be understood'by tracing the cirouit'indic'atedin'FigfS bythe arrows; the position pair of Wheels and 4an electrical connection with a series of 'contact rails are employed to foim conductors for a i members of the loop are'` closed orl connectedl` 1n the section behlnd or the section ahead byf the Wheelsof a traln'in either sect1on,whether On the other The circuit thus com` another train occupying the section ahead.

lof the two trains being represented by the blocks c3 will be closed as long as the truck is traveling in thek section ym-m', and the ter# minals of theV loop will be found in the section m2-m3. Under those conditions the local circuity on the engine of a train entering the `last-mentioned section will be closed at the moment that its contact-shoe touches one of the contactblocks c3; and the current from the battery w will pass from one pole out through the wheels to the rail m3, thence over the conductor.v formed of the rails lm3'-'1n}, and to the opposite rail m, 'and back through the connection 11 to the series of contactblocks c3,.and fin ally tothe other pole of the battery; thereby `completing the circuit.

..7 throughgthe coilsv of the magnet h. Similar conditions will also be found to exist in the block lcomposed of the rails WLG-m7, in which the rail m6 and the contacteblocks c6 are in metallic connection with the rails The diagrams and 8 illustrate one application of our invention to the blocks or sections adjacent to, and at a switch or siding. In this arrangement the rails ofthe blocks or sections on the mainline are interconnected latter and the rails of the main line. Thusy the rail s is connected into the rail m9 of the block "mS-mgvby the conductor 20, andthe rail s4 into the rail-m13 and also into the rail mw of the ,blogk f,n10-m17 bythe conductors nected into the conductor n10 of the series ot'- contact-blocks'es. Through this means the ,formation of the metallic circuit is controlled in such manner that, if the switch be open the rail'm8 and the series of contact-bl'ocksc7 will be connected. together through the circuit-closer on the switch-stand p, in which' the contacts 15s-19 will `Abe connected together. Or, at the opposite end of the switch, in the switch-stand .p1 the contacts '27 and 3 1 will be connected. The loop formed at such time w'ill be composedof therail m16 conductors 24-28, contacts 27-31,vconductor 30, the contact blocks c1`andfcon ductors nu. Through this circuit, as the j train enters the block m8-m9 in approachin the switch from that direction, or asit enter the block WIW-m18 in approaching from thew ywill be formed.

opposite direction the magnet .h will 'receive current from `the batteryw at the moment that the contact-shoe on the engine touches one 'of ther contact -'blocks, provided the switch is standing open. On the other hand', with the switch properly closed, no circuit In the foregoing arrangement provision is made for automatically setting the brakes of a train running on the main track before it approaches in too close proximity to the switch or sidetrack,'in the event of a train being left standing on theA siding in such position that the Arear car might be struck by the moving train. Under such conditions the wheels of .the train standing on the siding.

will connect electrically the two railszst-s, and 'so close or complete a` circuit. through the conductors and rails .S5-2 5-n1'1, and cony tact-blocks c1", and the rails and conductors s4-23-2{iand m16, j The magnet h there-A fore will receive current from the battery fw at the moment that the' contact-shoe :L indicated by the dotted'lines in Fig. 8 on the main track touches one of the contact-blocks c1", if the rails s4 and S5 in the siding are connected through the wheels of the train stand- `ing on thesiding.

lThe same plan of interconnecting and cross-connecting the series of contact-blocks Vand rails inthe blocks or sections on opposite-` sides of a crossing-point with another road will serveA to. prevent accidents at a crossing. Inv such application of -our invention the contact-blocks and the rails in the block on one side of the crossing are connected into the rails and the contact-blocks of the corresponding block or section on the opposite side; as, for example, the rail m20 in the diagram Fig. 9 is connected into the contacts on the surface of the block on the oppo site side by the conductor 39a, and the contact-blocks 015 into one of the rails of the lastmentioned block by the conductor 39, in the 4same manner as the rail t is connected into the contact-blocks 022 and the rail tx into the contact-blocks C19 by the conductors 43 and 45 in the intersecting track. The' formation icsl of the loops at the moment that the wheels I i of an engine traveling on one track enter the block adjacent to the crossing-point when a train on the intersecting track is within unsate limits, will be understood from the diagram Fig. 9.`

The construction of the ,valve through which the train-brakes are operated insuch emergencies independently o the engineers valve, is represented in Figs. 4, 5 and 6.

The piston-valve 60 controls the two ports and passages 61-62 through which the compressed air is admitted and carried to the train-pipe and also is exhausted to the atmosheiehe main outlet to the atmosphere is through the apertures 66-`67 the valve 66a is he d up to its seat on the outlet 66 by a coiled spring b lthe tension of which is ad,-

y linstable bya threaded nut in the usual mani.

ner.

This outlet is also 'controlled byy the piston-valve 6() through aldropvalve con# ACri nected'liiy its stem to the piston-valve, and' seated on the outlet by the air'pressure from above.

' The piston-valve is balanced in its chamber 60X; the space above' and thatvbelow the diagram 63a on the valve-stem being cone nected through the passages f-g. The valve 7 0 in this passage controls the outlet 702110 the atmosphere, from which outlet it is raised when' the armature 7 2l is attractedl to thel polesof the magnet'h. y n its elevated position 'the istonvalve Icloses the pressurefinlet 61; wile tlieair from 'the train-pipe `finds an outlet to the atmos here 'through the `aperture 69 in the,V

heat of the piston-valveA and through the outlet 66. As often as. the auxiliary valve is actuated by its inagnet'h, therefore, 'a direct 'outlet from the train-pipeV to the atmosphere is set up, and' the brakes are .'put on independ-` ently of a1iy`fattention or movement on the'l part of the engineer.

r A stop-valve 73 provided with a hand i i wheel for adjusting it isplaced-in the'rpassage `iliary to the engineerstvalve and located in f f-q for regulating the pressure on opposite vsides of the piston-valveg Having thus described our invention,` what Y we claim'and desire to secure by Letters Pat ent is z- 1. VAn automatic brake-setting 'apparatus for arailway system, comprising an electric.-

allyoperated outlet-valve on the'engine auxthe connection betweenthe train-pipe Iand the source of compressed-air supply; an

trically isolated from each other 1n separate blocks', each block containing two Vseliarate sets of contactblocks one Vset of which. is-con' nected Iinto one rail o'l' theblock or 'section next behind, andthe other vsetv into one railiof the block or section next ahead, Veachblock or section having its rail insulated from but cross-connected into the rails of the blocks oisections behind and ahead.` y Y 2. An electrically-operated outlet-valve auxiliary toI the engine-valve, `and having. a

balanced piston-'valve controlling the connec tion' between the train-dpi e and thesource of com`pressedair supply an( controlling also the communication between the train-pipe and the atmosphere; an outlet-valve controlling the communication between the atmosphere and one side of the piston-valvechamber an electra-magnet in open'circufit with avlocal battery and operating lwhen energized to' o en the outlet-valve, vand means adapted to c ose said battery on the ma net, said'ineans comprising track-,rails electrically isolated at' cci intervals apart to divide the line intov a plulV rality of blocks or sections, the rails of each block being cross-connected electrically with one of the rails in the blocks respectively" be-l r' hind. and ahead, and fixed contact-blocks in each block or section of track injseparate sets inter-connected res ectively into the remaining `rails in tlieblo'clis' or sections behind and ahead, whereby the rails in any vblockin which atrain may be running will forni the connectingv members of a metallic loop liav- Y ing for its remaining members one rail and one-set of contactblocksin the block oil section behind andinithe block or section ahead i 3. In a rail-way block-systenia pluialityof metallic loops for operating electrically at points along the line electrically actuated mechanism on' al train, comprising,track-rails .separatedelectrically into separate blocks or sections, conductors connecting electrically 'beyond the points of insulation one rail ofv a block withone rail ofthe block next belririd, and the remaining rail with lone rail of the blocknext ahead in combination withA ixed contact-blocks in each blockor sectionarranged in two separate "sets at intervals apart, the contact-blocks contained'in one of said sets beingconnected into one rail ofv the block or'section next behind, 4'and those contained in the other set Yinto one rail of the block or section next ahead, and electrically actuated brake-operating mechanism on the engine, including an electro-iiiagne t, a battery in ar normally-open circuit, one side of said-battery-circuit being connected into the truck or wlieelsof the engine, and a circuit-.closing slice connected. into said vbattery-circuit and adapted to make contact with". thecontactv'blocks on thc.. roadway inv the movements of.

the engine on the track.

In testimony that we claim the foregoing, 4

we have hereunto subscribed our names in the presence of two witnesses. y

i JAMES G. PEARCE. i. VILLIAM H. PEARCE.

`VVitnesses Y s EnWAi'uo E. OsnoRN, JoniT MCCALLAN.

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